pendleton



(N0 Model.) 2 Sheets-Sheet 1.

J.-H. PENDLETON & A. BRYSON, Jr. CABLE RAILWAY.

No. 406,303. Patented July 2, 18 9 N. PETERS Phowmha m her. wmmn m, D c.

(No Model.) 2 SheetsSheet 2. J. H. PENDLETON & A. BRYSON. Jr.

CABLE RAILWAY.

Patented July 2,1889.

IIII l UNITED STATES PATENT OFFICE.

JOHN H. PENDLETON, OF BROOKLYN, AND ANDRElV BRYSON, JR, OF NEW YoEK, AssIeNoRs TO YORK, N. Y.

THE RAPID TRANSIT CABLE COMPANY, OF NEWV CABLE RAILWAY.

SPECIFICATION forming part of Letters Patent No. 406,303, dated July 2, 1889. Application filed July 21, 1888. Renewed April 16, 1889. Serial No. 307,523. (No model.)

To all whom it may concern.-

Be it known that we, JOHN H. PENDLETON, of Brooklyn, and ANDREW BRYSON, Jr, of the city of New York, both in the State of New York, haveinvented an Improvementin Cable Railways, of which the following is a specification.

In cablerailways it is preferable to employ large guide-pulleys for the cable, so as to de- IO crease as much as possible the speed of rotation of said pulleys and thereby lessen the wear upon their axles and avoid the noise consequent upon the use of small pulleys.

WVith roadways as now constructed, the space for the guide-pulleys is limited by the girder adjacent to the pulleys, and to use as large pulleys as possible within the limited space of the line of travel of the cable and the girder said pulleys have been placed at an inclination and mounted as shown in the application for patent of John H. Pendleton, Serial No. 234,611, filed June 13, 1888. By our present improvement, which is adapted to cable roads as now constructed, we are ena- 2 5 bled to use guide-pulleys of the desired size with but a slight change in the structure of the curved portion of the roadway. We accomplish this result upon roads already built by elevating and supporting the cross-ties of 0 the curved portion of the road upon beams or blocks that are supported by the usual girders, so as to increase the space between the rails and the girders, and there are spaces between these beams or blocks at regular intervals for the guide-pulleys, so that one side of each guide-pulley is between one of the rails of the track and the girder beneath said rail, and said side of the pulley may project beyond the girder. The pulley is supported in an inclined position to allow it to pass between the rail and girder and to bring said pulley to the proper position for receiving the cable.

In applying our improvement to a road in course of construction we lower the girders at the curved portion of the road, so as to increase the space between the rails and girders and allow for the passage of the guide-pulley between the inner rail and girder, as aforesaid. By this construction we can use guidepulleys of the largest size required for the curved portion of the road, and the railway structure is not weakened by the change made to said structure.

In the drawings, Figure 1 is cross-section of the elevated-railway structure at the curved portion of the road and an elevation of a portion of the end of a car. Fig. 2 is a sectional elevation lengthwise of the structure at about the line 00 a: of Fig. 1. Fig. 3 is a section of the ties and elevation of part'of the inner guard-rail and of the support for said rail. Fig. at is an elevation illustrating the approach to the curved portion of the road when the track upon the curved portion is elevated above the track of the straight portion of the road. Fig. 5 is a similar View with the track upon the curved and straight portions of the. road upon the same level, and Fig. 6 is a plan view of a portion of the curved portion of the road.

a 0; represent the cross-ties; b b, the longitudinal girders; c c, the rails of thetrack'; d, the iron guard-rail upon the inner portion of the curve, and e e the Wooden guard-rails.

In applying our improvement to a road already built, we proceed as follows: At the straightportion of the road the cross-ties a a rest upon and are supported by the girders b b, as usual, except at a suitable distance from the commencement of both ends of the curve, at which places and upon the entire curve said cross-ties rest upon the beams or blocks h h, which beams are bolted to the girders b b. The beams h, preferably I-beanis, elevate 8 5 the cross-ties upon the curved portion of the road a sufficient height above the ties upon the straight portion of the road, which elevation is gradually obtained by heavier ties or blocks h h, or by placing the longitudinal 9o girders at the proper grade-line, so as to gradually incline the roadway from the straight to the curved portion of the road. The rails and guard-rails are laid upon the cross-ties of the curved portion of the road the same as upon the straight portion of the road; but one or more of the cross-ties are cut oii' at the places occupied by the guide-pulleys 2'. The beams 72. below the outer rail. of the curve may be continuous and extend from end to end of we the curve; but the beams h beneath the inner rail 0' are in suitable lengths, so as to leave spaces at regular intervals between each twoibeams and between the girder and said inner rail of the track, as seen at 7L7. Each guide-pulley i is made with a groove to receive the traveling cable 2'', and the axis i" of said pulley is inclined and supported at its lower end in a bearing 1' upon a cross-bar i bolted to the girders l) b,and at its upper end said axis is supported in the bracket-bearing 1' bolted to the inner girder Z). By reference to Figs. 1 and 2, it will be seen that a portion of the guide-pulley is between the inner rail 0' of the track and the girder Z), and that neither of these parts is cut away to accommodate the position of said wheel. The iron guard-rail (I, however, has its base notched in two places for each pulley at the line of travel of the rim of the wheel, as seen at Z l, Figs. 2, 3, and 6, the top of said pulley being dished or hollowed out, so that the portion of the rail between the two notches may pass into said recess and said portion can be left to strengthen said rail. The supporting-bar m is also notched in line with the notches of the guard'rail, and

the supporting-bar, which is bolted to the cross-ties, is below and supports the inner rail of the track and the guard-rail at each place where the cross-ties are cut away to give the necessary space for the guide-pulleys. The supporting-bar may be made with a flange to stiffen said bar, and this flange is shaped, as shown in Figs. 2 and 3, so that it may pass within the recess in the top surface of the guide-pulley.

In applying our improvement to a road in course of construction we lower the girders b b a sulficient distance at the curved portion of the road and employ the beams 71 upon said girders to support the cross-ties, as before described. This construction keeps the tracks upon the curved portion of the road at the same level with the track upon the straight portion, and there is the necessary space between the rail and girder for the passage of the guide-pulley. To prevent the inner rail 0 and guard-rail d being spread by the action of the Wheels at the places where the crossties are cut away, we introduce the block or rail 0 between said guard-rail and inner rail and the block or rail 0" between the inner rail and wooden cross-ties. These blocks extend from cross-tie to cross-tie at the spaces where the pulleys i are located, and these blocks are held in place by the bolts 0.

e employ a pair of rollers or pulleys n n in connection with each guide-pulley i, as shown in Figs. 1, 2, and 5, and each of these pulleys n is upon a horizontal axis supported in bearings secured to a cross-tie a. Each pulley n is made with a long conical face extending upwardly from the groove of said pulley, and the highest part of said conical face is adjacent to the lower edge of the guidepulley i, as seen in Fig. 1, so that as the cable 71 drops down as the car travels around the curve, the cable comes upon said pulleys n, and is guided up into the groove of the pulleysiv by the inclined faces aforesaid. The outline of the car is represented by dotted lines in Fig. 6. A portion of the grip upon said car is shown at p, and q are the pulleys, also upon said car, for keeping the cable in a straight line in said grip as the car travels upon the curve. These are shown to illustrate the gradual passage of the cable up the inclined faces of the pulleys n and into the groove of the pulleysias the car travels around the curve, as before described.

Instead of blocking up the cross-ties by the I-beams 71. to elevate the track, as aforesaid, the cross-ties themselves may be used for said purpose, either by placing two or more ties one upon the other or by using cross-ties each of the required thickness to elevate the track to the desired height so as to allow the guidepulleys i to pass between the rail and girder.

It is preferable to place the guide-pulleys 2 at about the angle shown in the drawings, so that the strain and weight of the cable come upon each pulley in a plane almost at right angles to the axis of the pulley. Thereby the groove of the pulley is deepened by the Wear of the cable, instead of the lower flange of the pulley being cut away by the wear of the cable.

e do not herein lay claim to the thrustrail for a horizontal wheel on the car, the same being set forth in our application Serial ho. 306,837, filed April 11, 1889.

lVe claim as our invention 1. The combination, with the girders and the ties and track supported by them upon the straight portion of the road, of beams or their equivalents upon said girders at the curved portion of the road, the ties and track upon said beams, and the inclined guide-pul leys placed at intervals around the curve and passing between the inner rail and girder, substantially as specified.

2. The combination, with the girders and the ties and track supported by the same, of beams or their equivalents for elevating the track at the curved portion of the road above the level of the track at the straight portion of the road, and inclined guide-pulleys placed at intervals around the curve and passing between the inner rail and girder, substantially as specified.

3. The combination, with the girders and the ties and track supported by them upon the straight portion of the road, the beams or their equivalents upon said girders at the curved portion of the road, and the ties and track upon said beams, of the inclined pulleys placed at intervals around the curve and passing between the inner rail and girder, and a supporting-bar beneath said inner rail. at each place where a guide-pulley is located, as set forth.

4. The combination, with the girders and the ties and track supported by them upon the straight portion of the road, the beams or their equivalents upon said girders at the curved portion of the road, the ties and track upon said beams, and the inclined pulleys placed at intervals around the curve, of the bars or rails c 0 substantially as specified.

5. The combination, with the elevated-rail- Way structure and the beams or their equivalents for supporting the ties and track at the curved portion of the road, of the grooved pulley 'i for the cable, the axis for said pulley, a cross-bar supported by the girders and having a bearing for the lower end of said axis, and a bearing for the upper part of said axis, as set forth.

6. The combination, with the elevated 

